Narrative:

While on approach in to den flaps 5 was selected. The flap position indicator indicated flap position of approximately 3 and 4 degrees. The flap handle was cycled back to zero but no movement was observed on the position indicator. No circuit breakers were observed to be tripped. The tower was advised that we would have to go around for another approach as we had a 'flap problem'. We were given vectors for a long way around for a second approach. The QRH was referenced and as the flap positions were very close; the symmetrical trailing edge flaps checklist was initially used. At the point in the checklist when alternate flaps were selected and used the flap position moved to approximately 5 and 6 degrees but appeared to slightly worsen in asymmetry. At this point we decided to switch to the asymmetrical trailing edge flap checklist. As the leading edges were already deployed; the flaps were left in their current position for landing as per asym te flap checklist. Opc data was taken for a landing on runway 35R using value for current flap setting. Speeds were 159 and 173 with approximately 3500 ft of stopping margin. Weather was VFR with unrestricted visibility and aircraft was performing normally; except for non-normal (flap 5) flap position. The decision was made to continue the approach and landing without the additional assistance created by declaring an emergency. Checklists and opc performance information was completed and the landing and taxi in were accomplished uneventfully. Braking was not an issue as the aircraft was reduced to taxi speed with minimal braking in just over half the runway length. Dispatch and maintenance control were called at the gate. After approval; the ops agent was advised and contract maintenance was called to the aircraft. Upon reflection of the event; one could question whether an in flight emergency could have been declared. At the time of the event it was our opinion that that a formal declaration of an emergency was not needed or necessary.

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Original NASA ASRS Text

Title: A B737-700 flight crew opted not to declare an emergency when landing at a high altitude airport with flaps restricted to approximately five degrees due to an asymmetry condition.

Narrative: While on approach in to DEN Flaps 5 was selected. The flap position indicator indicated flap position of approximately 3 and 4 degrees. The flap handle was cycled back to zero but no movement was observed on the position indicator. No circuit breakers were observed to be tripped. The Tower was advised that we would have to go around for another approach as we had a 'flap problem'. We were given vectors for a long way around for a second approach. The QRH was referenced and as the flap positions were very close; the Symmetrical Trailing Edge Flaps checklist was initially used. At the point in the checklist when alternate flaps were selected and used the flap position moved to approximately 5 and 6 degrees but appeared to slightly worsen in asymmetry. At this point we decided to switch to the Asymmetrical Trailing Edge Flap checklist. As the Leading Edges were already deployed; the flaps were left in their current position for landing as per Asym TE Flap checklist. OPC Data was taken for a landing on Runway 35R using value for current flap setting. Speeds were 159 and 173 with approximately 3500 FT of stopping margin. Weather was VFR with unrestricted visibility and aircraft was performing normally; except for non-normal (Flap 5) flap position. The decision was made to continue the approach and landing without the additional assistance created by declaring an Emergency. Checklists and OPC performance information was completed and the landing and taxi in were accomplished uneventfully. Braking was not an issue as the aircraft was reduced to taxi speed with minimal braking in just over half the runway length. Dispatch and Maintenance Control were called at the gate. After approval; the Ops Agent was advised and Contract Maintenance was called to the aircraft. Upon reflection of the event; one could question whether an in flight emergency could have been declared. At the time of the event it was our opinion that that a formal declaration of an emergency was not needed or necessary.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.